Berlin Lehrter station
| Berlin Lehrter station | |
|---|---|
 Lehrter station, 1879
|
|
| Data | |
| Location in the network | Terminus |
| Design | Terminus |
| Platform tracks | 5 |
| opening | 1868 |
| Conveyance | 1951 |
| Architectural data | |
| Architectural style | historicism |
| architect |
Alfred Lent , Bertold Scholz , Gottlieb Henri Lapierre |
| location | |
| City / municipality | Berlin |
| Place / district | Moabit |
| country | Berlin |
| Country | Germany |
| Coordinates | 52 ° 31 ′ 31 ″ N , 13 ° 22 ′ 10 ″ E |
| Railway lines | |
| Railway stations in Berlin | |
The Lehrter Bahnhof was one of eight former terminal stations in Berlin . From 1868 to 1951 it was the starting point of the Berlin-Lehrter Railway to Hanoverian Lehrte . It was located in the immediate vicinity of the Hamburger Bahnhof , the Spree and the Humboldthafen . In its place is now the Berlin Central Station .
history
From 1868 to 1871 the Magdeburg-Halberstädter Railway Company built the 239-kilometer Lehrter Bahn , which connected Hanover to Berlin via Lehrte . The village of Lehrte was the first level crossing point in Hanover . The company that initially promoted the construction of the route called itself the “Berlin-Lehrter-Komitee” for political reasons.
As the end point of the line was very close to the existing Hamburger Bahnhof , a new railhead built - Lehrter Bahnhof. It was based on designs by the architects Alfred Lent , Bertold Scholz and Gottlieb Henri Lapierre on what was then Friedrich-Carl-Ufer on the Spree . The main axis of the station was laid out parallel to the embankment wall of the Humboldthafen .
In 1879, the Berlin trade fair took place on the ULAP site at Lehrter Bahnhof, where , for the first time, an electrically powered railway , exhibited by Siemens , could be seen.
architecture
Unlike the previous railway stations, had the brick facades, the representative building in one of the French should Neorenaissance committed stone architecture arise. For cost reasons, however, the stone was not used and the building was designed as a plastered brick masonry structure. Because of its magnificent architecture, it was known as the “castle under the train stations”. The richly decorated front of the building with the main portal was of no importance for traffic, since the right of way for cabs was on the eastern side wing, where the trains departed, and there was an entrance.
The station concourse was 188 meters long and 38 meters wide. It had a single nave and was covered between the masonry fronts with an iron arched truss construction. An elongated side wing was connected to the west and east. As was common at the time, the station was functionally divided into an arrival area in the west and a departure area in the east (corresponding to right-hand traffic on the route). Originally there were five tracks, four of which ended at the side platforms and the central platform , the fifth track was without a platform and was used for the return of the locomotives in the arrival area. Around 1900 a track was removed in order to be able to widen the central platform.
business
With the commissioning of the Lehrter Stadtbahnhof in 1882, the need for train connections at the Lehrter Bahnhof increased sharply. On October 15, 1884, passenger traffic from the Hamburg train station, 300 meters away on Invalidenstrasse, with connections in the direction of Hamburg , north-west Germany and Scandinavia, was relocated to the Lehrter train station.
In 1886 the Berlin-Lehrter-Bahn - and with it the Lehrter Bahnhof - was nationalized and became part of the Prussian State Railways .
The Lehrter Bahnhof was known for its fast train connections, as early as 1872 express trains were running on the Lehrter Bahn at a speed of 90 km / h. From December 19, 1932, the diesel express railcar , known as the “ Fliegender Hamburger ” , ran for the first time , traveling at speeds of up to 160 km / h from Lehrter station to Hamburg in 138 minutes.
Postbahnhof
The Lehrter station had a mail loading facility . It was on the east side of the tracks, at the northern end of the station concourse. Wedged between Invalidenstrasse and Birkenallee (today: Alt-Moabit ), it bordered at right angles directly on the hall of the Lehrter city train station . Since the covered loading platforms were perpendicular to the axis of the main tracks, the wagons were brought there via two segment turntables .
Freight depot
The freight yard was originally to be built on the site between Heidestrasse and the cell prison north of Invalidenstrasse . Due to the lack of expansion options and a water connection for ship handling , it was ultimately built on the Spreewiesen south of Birkenallee. The access tracks branched off north of Invalidenstrasse from the main axis to the west and ran under the birch avenue at the end of an arch.
South of the main tracks were the loading tracks , two of them on two long goods sheds separated for arrival and departure . The latter were united by a roof to form a large goods hall. There were also four loading platforms and 27 cranes. To the north of it, separated into two large groups, lay the shunting tracks, from which another group of tracks branched off for the transport of raw products. Two tracks close to the Spree were used for immediate ship loading.
Unlike the passenger traffic, the freight traffic of the Hamburger Bahnhof remained on its premises after 1884. From April 1, 1891, both stations were assigned to the Royal Railway Directorate (KED) Altona , which reorganized freight traffic in its Berlin stations. This measure was completed on May 1, 1893. The most important changes were:
- Handling of wagon loads in the previous Hamburg marshalling and product yard
- Handling of general customs cargo in the Lehrter freight yard
- Milk transshipment at the Lehrter express freight station north of Invalidenstrasse
The express goods and cattle traffic had already been combined in the Lehrter Bahnhof on October 15, 1884. In the 1930s, the Lehrter freight yard, under the name Spreeufer station, became the most important Berlin transshipment point for freight forwarders' collective goods.
In the course of the bombing from autumn 1943, the facilities of the Lehrter station were severely destroyed. After the end of the war, the freight yard was restored in a heavily modified - and simplified - form. The continuous tracks were largely replaced by butt tracks , and the shunting groups disappeared.
On November 1, 1980, the Lehrter freight yard was closed to freight traffic.
Until the 2000s, there was a container station on the site of the former Lehrter freight station north of today's main station , officially known as the Berlin Hamburger und Lehrter Bahnhof (HuL). Today there are only two freight tracks; the rest of the area is where the Europacity is located .
Depot
The depot was built west of the main tracks, north of Invalidenstrasse and the cell prison located there . It bordered the parade ground of the Guard Uhlan Regiment and housed a 20-person locomotive shed (later: Shed 4 ) in a half-ring shape on a turntable , a workshop building with 5700 m² of built-up area and three wagon sheds with 41 stalls.
On the eastern side, between the main tracks and Heidestrasse, the new freight and marshalling yard of the Berlin-Hamburg Railway (BHE) was built between 1876 and 1881 . A roundhouse with ten stands and a coaling system was built to the south of it for the freight locomotives . This building later formed Shed 3 of the Berlin Lehrter Bahnhof (Leb) depot.
In 1895 an administrative reform and then a territorial reform was carried out. The Königliche-Eisenbahn-Direktion (KED) Berlin took over the facilities in which they also housed and serviced the machines of the KED Altona (Hamburger Bahn) and KED Hannover (Lehrter Bahn). Between locomotive sheds 3 and 4, a pedestrian bridge was built over the tracks for the staff. Shed 2, a roundhouse with a 12.6-meter turntable on the site east of Heidestrasse, was no longer used as such by 1925 at the latest. In front of Shed 3, which during the time of the Reichsbahn mainly housed freight tractors, there was a 23-meter-diameter turntable at the end of the 1930s, while Shed 4, which was reserved for passenger tractors, had a 20-meter turntable.
In the middle of 1940 the depot had 88 machines in its own stock, and third-party locomotives had to be handled. The two roundhouse sheds together had 36 locomotive and five repair stations. Five slewing cranes were available for coaling the steam locomotives , and there were two pits with slag elevators for slagging them. In addition to the facilities at Lehrter Bahnhof, the depot was also responsible for the Spandau-Güterbahnhof (Spg) and the Moabit (Moa) locomotive shed .
In the course of the Allied bombing raids during World War II , Shed 4 was destroyed, while Shed 3 was damaged in the central area. On July 3, 1952, with the withdrawal of the last locomotives, the period of machine service at the Lehrter Bahnhof depot came to an end without an official closing date.
Shutdown
The station was badly damaged in World War II. After the war, the burned-out ruins were repaired to the extent that poor traffic could be resumed due to a lack of alternatives. On August 28, 1951, however, a train left the open station hall for the last time to Wustermark and Nauen , after which the station was shut down.
The demolition of the ruins began on July 9, 1957, and the main portal was blown up on April 22, 1958. The rubble was used to make brick chippings for the reconstruction of the city. The demolition work proved to be difficult and dragged on until the summer of 1959, as the nearby train station hall of the Lehrter Stadtbahnhof and the Stadtbahn viaduct could not be damaged.
With the S-Bahn station "Lehrter Stadtbahnhof" on the viaduct of the Berlin Stadtbahn, the last testimony of the system was in 2002 for the implementation of the new Berlin Central Station according to the north-south mushroom concept of Deutsche Bahn and the parallel tunneling under the Tiergarten between Potsdamer Platz station and Wedding station demolished.
Former express cargo handling and equestrian signal box, approx. 1970
Access track to the HuL freight yard , on the right the platform of the former express cargo handling, 1987
Planning
As early as 1907, due to an urban planning concept, consideration was given to converting the Papestrasse station to the south station , the Gesundbrunnen station to the north station and the Lehrter station to the central station of Berlin. The Anhalter and Potsdamer Bahnhof should be shut down for this. However, the implementation did not materialize.
Instead, in the 1930s, General Building Inspector Albert Speer planned a radical redesign and simplification of the railway network with two large through stations (North and South Station) instead of the numerous terminal stations. In the course of the redesign of Berlin to the “ World Capital Germania ” and the resulting redesign of the area around the Spreebogen , the Lehrter station was to be demolished for the Great Hall and the development on the Great Basin. With the beginning of the Second World War , the execution of these plans became obsolete.
Current situation
Inside the railways, today's Berlin Central Station consists of two stations:
- the "Berlin Hauptbahnhof - Lehrter Bahnhof" (internal abbreviation: BL ) for tracks 1 to 8 in the tunnel and
- the "Berlin Hauptbahnhof-Lehrter Bf (Stadtb)" (internal abbreviation: BLS ) for tracks 11 to 14 on the light rail .
In Hauptbahnhof something the new S-Bahn station is south near the location of the old city train station (train internal abbreviation: BHBF ) with the tracks 15 and 16, seen operationally a separate from the other railway facilities of the main station breakpoint is found here also the name "Berlin Hauptbahnhof - Lehrter Bahnhof".
See also
literature
- The introduction of the Berlin – Lehrter Railway in the Berlin district and the Berlin railway station facilities. In: Deutsche Bauzeitung , 5th year 1871 ( digitized version ), No. 27 of July 6, 1871, pp. 212–214 / No. 39 of September 28, 1871, p. 305 f.
- The project to convert the Lehrter Personen-Bahnhof in Berlin into an exhibition building. In: Deutsche Bauzeitung , Volume 18, 1884, No. 41 of May 21, 1884, p. 242 f.
- Günther Kühne: Long-distance and S-Bahn stations. In: Architects and Engineers Association of Berlin (ed.): Systems and buildings for traffic II: Long-distance traffic. (= Berlin and its buildings , part 10, volume B.) Ernst & Sohn, Berlin 1984, ISBN 3-433-00945-7 , pp. 23–50.
- Alfred Gottwaldt: Berlin long-distance train stations. 5th edition, Alba, Düsseldorf 1991, ISBN 3-87094-224-X .
Web links
Individual evidence
- ↑ Peter Bley: 150 Years of the Railroad Berlin - Hamburg , 1st edition, p. 81
- ^ Peter Bley: 150 years of the Berlin - Hamburg railway . 1st edition. Alba, Düsseldorf 1996, ISBN 3-87094-229-0 , p. 39 ff .
- ↑ Peter Bley: 150 Years of Railways Berlin - Hamburg , 1st edition, p. 76 f
- ^ Map of the RBD Berlin from 1927 at blocksignal.de, accessed on November 16, 2014
- ↑ a b Peter Bley: 150 Years of Railways Berlin - Hamburg , 1st edition, p. 152
- ↑ Peter Bley: 150 Years of Railways Berlin - Hamburg , 1st edition, p. 137 ff
- ↑ Berlin, your 90s - do you remember? Retrieved December 19, 2019 .
- ↑ Peter Bley: 150 Years of the Railway Berlin - Hamburg , 1st edition, p. 42 f
- ↑ a b The Berlin Lehrter Bahnhof Bw , loose-leaf collection of GeraNova Verlag Munich, p. 5
- ^ The Bw Berlin Lehrter Bahnhof , loose-leaf collection of GeraNova Verlag Munich, p. 11
- ^ The Bw Berlin Lehrter Bahnhof , loose-leaf collection of GeraNova Verlag Munich, p. 15